METHOD AND DEVICE FOR OPERATING A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE

Abstract

A method for operating a multi-cylinder internal combustion engine in which every active cylinder operates in a four-stroke mode and every deactivated cylinder filled with an approximately completed gas filling is compressed and expanded during the four-stroke operation of the activated cylinder. In a method in which excitations of a crankshaft speed are minimized, a limited number of even-numbered cylinders of a multi-cylinder internal combustion engine (2) having a maximum even number of cylinders (20, 21, 22, 23, 24, 25) are deactivated sequentially, the limited even number of cylinders being smaller than the maximum even number of cylinders (20, 21, 22, 23, 24, 25) of the multi-cylinder internal combustion engine (2).

Claims

1-9. (canceled)

10. A method for operating a multi-cylinder internal combustion engine in which every active cylinder operates in a four-stroke mode and every deactivated cylinder filled with an approximately completed gas filling is compressed and expanded during the four-stroke operation of the activated cylinder, the method comprising, of the multi-cylinder internal combustion engine having a maximum even number of cylinders, deactivating sequentially a limited even number of cylinders, the limited even number of cylinders being smaller than the maximum even number of cylinders of the multi-cylinder internal combustion engine (2).

11. The method as recited in claim 10 wherein the sequential deactivation of the limited even number of cylinders occurs depending on a demand on the internal combustion engine for power or speed.

12. The method as recited in claim 10 wherein a cycle duration of the sequence of active and deactivated cylinders corresponds to one revolution of the crankshaft.

13. The method as recited in claim 10 wherein the engine is a 6-cylinder internal combustion engine, and to set a first partial-load mode two cylinders are deactivated, and to set a second partial-load mode four cylinders are deactivated, the second partial-load mode of the internal combustion engine being less powerful than the first partial-load mode of the internal combustion engine.

14. The method as recited in claim 10 wherein, to absorb an excitation of a crankshaft speed occurring due to cylinder pressures or piston motion, exactly one centrifugal pendulum is used, the centrifugal pendulum having an oscillation frequency or order matched to the excitation of the crankshaft speed, and effective in both a first and a second partial-load modes.

15. A device for operating a multi-cylinder internal combustion engine which activates or deactivates cylinders of the multi-cylinder internal combustion engine, comprising a deactivator to sequentially deactivate a limited even number of cylinders of the maximum even number of cylinders of the multi-cylinder internal combustion engine, the limited even number of cylinders being smaller than the maximum even number of cylinders of the multi-cylinder internal combustion engine.

16. The device as recited in claim 15 wherein the internal combustion engine is a 6-cylinder internal combustion engine and in a first operating mode the deactivator deactivates two cylinders to set a first partial-load mode.

17. The device as recited in claim 15 wherein the internal combustion engine is a 6-cylinder internal combustion engine and in a second operating mode the deactivator deactivates four cylinders to set a second partial-load mode, the second partial-load mode of the internal combustion engine being less powerful than a first partial-load mode of the internal combustion engine.

18. A drivetrain of a motor vehicle, the drivetrain comprising: a multi-cylinder internal combustion engine connected to a control device operating the internal combustion engine in a full mode with all cylinders or in a cylinder deactivation mode with only a specified number of cylinders, the cylinders being connected to a crankshaft; and a centrifugal pendulum positioned on the crankshaft to absorb an occurring excitation of a crankshaft rotation speed, the centrifugal pendulum having an oscillation frequency or order matched to the excitation of the crankshaft rotation speed by the cylinders.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The invention allows numerous embodiments. Two of these are to be explained in greater detail on the basis of the figures depicted in the drawing.

[0019] The figures show the following:

[0020] FIG. 1 a schematic diagram of a drivetrain according to the invention

[0021] FIG. 2 a first exemplary embodiment of the method according to the invention,

[0022] FIG. 3 a second exemplary embodiment of the method according to the invention,

[0023] FIG. 4 an exemplary embodiment of an excitation amplitude of an active cylinder in comparison to the prior art, using the method according to the invention,

[0024] FIG. 5 an exemplary embodiment for deactivating cylinders of a 6-cylinder internal combustion engine according to the prior art.

DETAILED DESCRIPTION

[0025] Like features are identified by the same reference labels.

[0026] FIG. 1 shows a schematic diagram of a drivetrain 1 of a motor vehicle in which an internal combustion engine 2 has six cylinders, wherein each cylinder 20, 21, 22, 23, 24, 25 is connected by a connecting rod 3, 4, 5, 6, 7, 8 to a crankshaft 9 and drives the latter on the basis of the pressure changes caused by the combustions occurring in the cylinders 20, 21, 22, 23, 24, 25. The cylinders 20, 21, 22, 23, 24, 25 are connected to a suction pipe 10, which is closed in relation to an air intake pipe 12 by a throttle valve 11. Into each cylinder 20, 21, 22, 23, 24, 25 projects a jet 13 for injecting fuel and an inlet valve 14 for fresh air, causing a mixture of fuel and air to form in each active cylinder 20, 21, 22, 23, 24, 25. Furthermore, each cylinder 20, 21, 22, 23, 24, 25 has an outlet valve 15 for exhaust gases that develop during the combustion process. In the interest of clarity, the jet 13 for fuel injection, the inlet valve 14 and the outlet valve 15 are depicted on only one cylinder.

[0027] The crankshaft 9 carries a centrifugal pendulum 19 which operates as a vibration absorber. Positioned opposite the crankshaft 9 is a rotation speed sensor 16, which is connected to a control device 17 that assigns the combustions of the individual cylinders 20, 21, 22, 23, 24, 25 to the signal of the crankshaft sensor 16, which presents a crankshaft angle. The control device 17 includes a microprocessor 18. Depending on the operating mode in which the internal combustion engine 2 is to be operated, the control device 17 actuates the jet 13 to inject fuel and/or the inlet valve 14 for fresh air and/or the outlet valve 15 for exhaust gas. In full-load mode, all six cylinders 20, 21, 22, 23, 24, 25 are operated in a four-stroke operating mode (intake, compression, work, exhaust). In a partial-load mode, a sequential cylinder deactivation is carried out.

[0028] According to FIG. 2, in a first deactivation mode the four cylinders are active. The designations I, II, III, IV, V, VI clarify the order of the ignition sequences, which is not identical to the cylinder order on the crankshaft 9. The deactivated cylinders are filled with fresh air in this case. The inlet valve 13 for fresh air, as well as the outlet valve 15, are closed after the filling with fresh air, so that a sealed gas volume is formed in these deactivated cylinders. During a four-stroke working mode of the active cylinders (FIG. 2a), this sealed gas volume is compressed and expanded twice (FIGS. 2b and 2c). With ignition sequence III as well as with ignition sequence VI, these dummy expansions occur at a time when an active cylinder has its power stroke in full-load mode. The dummy expansions which occur during such a cycle are offset by a crankshaft angle of 360°. That tends to result in a uniform excitation of torque and rotational speed fluctuations in the crankshaft speed. The occurring excitation of the crankshaft speed is an excitation of the 1.sup.st order, which is absorbed by the centrifugal pendulum 19, since the frequency of the centrifugal pendulum 19 is tuned to the 1.sup.st order excitation of the crankshaft speed.

[0029] To further reduce fuel consumption when the demand for torque is further reduced, a second deactivation mode is provided, which is illustrated in FIG. 3. In this deactivation mode, only two cylinders are active, and two ignition sequences occur, I and IV (FIG. 3a). The other four cylinders are deactivated, and in the manner described comprise a gas volume, which is subjected to a dummy expansion for each deactivated cylinder at a crankshaft angle interval of 360°, with ignition sequences II, III, V, VI (FIGS. 3b and 3c). Here too, the dummy expansions occur at crankshaft angles at which a working stroke of an active cylinder would have occurred in full-load mode. In this mode as well, in each case two dummy expansions (ignition sequence II, V; III, VI; V, II; VI, III) are advantageously superimposed at the positions where there is initially an active cylinder in its power stroke in full-load mode. This makes the excitation amplitude smaller than in the prior art in this second mode too.

[0030] Since the cycle duration of the sequence of active and deactivated cylinders is also exactly one revolution of the crankshaft, this second partial-load mode also involves an excitation of a 1.sup.st order harmonic. This 1.sup.st order excitation is likewise absorbed by the centrifugal pendulum 19, since the centrifugal pendulum 19 has an oscillation frequency which corresponds to the 1.sup.st order excitation.

[0031] FIG. 4 shows a comparison of the excitation amplitude of the crankshaft speed over a frequency at the internal combustion engine 2 (FIG. 4a) and at the transmission input (FIG. 4b). Plot A shows the 6-cylinder internal combustion engine in full-load mode, while plot B depicts the deactivation of three of the total of six cylinders of the internal combustion engine 2 known from the prior art. Plot C illustrates the deactivation of two cylinders, while plot D depicts the deactivation of four cylinders. The torque of the internal combustion engine 2 here is 450 Nm in full-load mode, while with three cylinders deactivated according to the prior art the torque is only 150 Nm and the amplitude of the crankshaft speed includes excitations of the 1.5.sup.th order. With the proposed solution, with two cylinders deactivated, the internal combustion engine 2 delivers a torque of 200 Nm, with 1.sup.st order excitations of the crankshaft speed absorbed by the centrifugal pendulum 19. With four cylinders of the 6-cylinder internal combustion engine 2 deactivated, a torque of 100 Nm is set, which likewise becomes possible with absorption of the 1.sup.st order excitations by the centrifugal pendulum 19.

[0032] The solution presented according to the invention permits operation of the internal combustion engine 2 in three operating modes, depending on the power or torque demands: the 6-cylinder full mode, and the sequential cylinder deactivations of four or two cylinders, where the excitations that arise when the cylinders are deactivated in the partial-load modes are absorbed by a centrifugal pendulum of the 1.sup.st order, which reduces unwanted noises in the motor vehicle.

REFERENCE LABELS

[0033] 1 drivetrain [0034] 2 internal combustion engine [0035] 3 connecting rod [0036] 4 connecting rod [0037] 5 connecting rod [0038] 6 connecting rod [0039] 7 connecting rod [0040] 8 connecting rod [0041] 9 crankshaft [0042] 10 suction tube [0043] 11 throttle valve [0044] 12 air intake pipe [0045] 13 fuel injection jet [0046] 14 inlet valve for fresh air [0047] 15 outlet valve for exhaust gas [0048] 16 crankshaft sensor [0049] 17 control device [0050] 18 microprocessor [0051] 19 centrifugal pendulum [0052] 20 cylinder [0053] 21 cylinder [0054] 22 cylinder [0055] 23 cylinder [0056] 24 cylinder [0057] 25 cylinder [0058] I ignition sequence [0059] II ignition sequence [0060] III ignition sequence [0061] IV ignition sequence [0062] V ignition sequence [0063] VI ignition sequence